Bicycle



(NoModL) v sheets-shawl. L. B'. GAYLOR.

BICYCLE.

Patented Apr. 19, 1887.

WITNESSES:

ATTORNEY S 2 Sheets-Shef 2. L. B. GAYLOR.

\ BICYCLE.

(No Model.)

No. 361,280. Patented Apr. 19, 1887.

WITNESSES A TT ORNE Y UNITED STATES PATENT OFFICE.

LEONARD B. GAY LOB, OF'STAMFORD, CONNECTICUT.

BICYCLE.

SPECIFICATION forming part of Letters Patent No. 361,280. dated April19. 1887. Application filed October 28, 1886. Serial No. 217,472. (Nomodel.)

To all whom it may concern:

Be it known that I, LEONARD B. GAYLOR, a citizen of the United States,and a resident of Stamford, in the county of Fairfield and State ofConnecticut, have invented certain new and useful Improvements inBicycles, of which the following is a specification.

My invention relates to improvements in that class of bicycles which arecommonly known as theStar machine, the characteristic feature of whichis a small steering-wheel placed in front of'the main or driving wheel,both wheels being united in proper relation to each other by asuitably-constructed frame.

consists in devices whereby the wear in the hinge or swivel devicebetween the reach of the machine and the frame to which it is attachedmay be taken up to avoid rattling, and

also to improvements in the construction of the frame and in the pedalsor driving mechanism of the machine.

Heretofore all Star machines, so far as I am aware, have been driven bymeans of piv- 2 5 oted treadle-levers-such, for example, as are shown inthe United States Patent No. 321,819, dated July 7,1885 said leversbeing fuloru med to some suitable part of the frame of the machine, andwhich engaged by suitable mechan- 3c ical appliances with aclutchattachment, or its equivalent, located at or near the axis of themain wheel, thus avoiding completerevolution of the treadles andsubstituting therefor a reciprocating movement; and this constructionwas deemed essential, principally because of the fact that the saddlehad of necessity to be placed somewhat forward of a vertical linethrough the axis of the main wheel in order to avoid tipping overbackward, and this was supposed to render the use of ordinarycranktreadles impossible because of the distance between the feet of therider and the foot-plate of the treadles during a part of theirrevolution. This belief I considered erroneous, and

.15 not only that it was erroneous, but that a Star machine was evenbetter adapted .to be driven by the ordinary crank-treadles than therear steering-wheel machines; and after a number of experiments andpractical demonstrations of the various lines of gravitation relative tothe axis of the main wheel, result- The, invention, more particularlystated,

ing from the great variety of positions assumed by the body in riding, Ihave ascertained the fact that if the wheel be not too large, and ifcare be exercised when letting the wheel run on downgrades, that theStar machine can be driven with the ordinary crank-treadles better thanwith the pivoted lever-treadles. These reasons are principally asfollows: WVhile working the crank-treadles in the rear-steering machine,the body is always forwardly inclined. This position the rider assumesalmost unconsciously, because he desires to get as far up on top of hiswheel as he dareswithout danger of tipping over forward, in order thathe may apply his own weight in direct lines on the treadles, instead ofpropelling the machine by a pushing action only. Now, inasmuch as thepower for the purposes of propulsion is available only in the forwardhalf of the circle described by the cranks, and practically only in themost forward one-third part of that circle, it follows that the bestconstruction fora bicyole is that in which the body can be so placedthat its weight may be most advantageously employed in that third partof the circle-in other words,forward of a vertical line through the axisof the wheel. This could not be done in a rear-steering-wheel machine,because it would immediately tip over forward; but in the Star machinesthis is the very position in which the body must rest in order toprevent tipping over backward. I have further found that there is nodiffioulty whatever in keeping the feetin contact with the foot-plate ofthecrank-treadles when used 011 the Star machine during its entirerevolution, because the natural movement or action of the leg aftermaking each tread is to elongate slightly and to flex rearwardly, mostlyat the knee; and I have found by actual experiment that the above statedfacts enable a skilled rider to use the ordinary crank-treadles on theStar machine with very satisfactory results, and the advantagesresulting therefrom are not only greater power,but also a veryconsiderable reduction in the weight, the cost and repair ac count ofthe machine, and in a more graceful and artistic appearance. I have alsofound that the swivel or hinge attachments now in use, which enable thereach of the Star machine to be oscillated relative to the main frame,are r main frame.

peculiarly liable to wear, and when worn produce a very objectionablerattling noise.

My invention also extends to means whereby the wear of these parts maybe taken up as often as desired, and also to improvements in brakedevices to be used in connection with the swivel devices.

In the drawings like reference letters indicate like parts in all thefigures.

Figure 1, illustrates a side plan view of the machine with the parts inposition. Fig. 2 illustrates an enlarged view, partly in section, of thetake-up swivel attachment. Fig. 3 illustrates an enlarged view, partlyin section, of a modified construction of the take-up swivel attachment.Fig. 4 illustrates my improved hrake device used in connection with thetakeup swivel attachment illustrated in Fig. 2. Fig. 5 illustratesanother form of brake device usedin connection with theswivel attachmentillustratedin Fig. 3. Fig. 5 illustrates the brake detached. Fig. 6illustrates a modified form of swivel attachment, shown in section.

A is the main or driving wheel. erably of the usual suspension type.

B is the small or front steering-wheel.

C O G are the main frame. It is made double, or, in other words, likehalves on either side of the main wheel A; but instead of comingtogether at a point somewhat above the axis of the wheel, as usual inthe Star machine, all the inner ends of the frame-rods O C C cometogether directly at the center of the hub of this wheel, and the axleor shaft thereof passes through the flat disk-like part C,formed by theunion of these several rods.

D is a frame, also made double, as usual, which incloses the smallsteering-wheel B.

E are the treadle-cranks. They are of the ordinary crank type and areattached directly to the ends of the axle of the main wheel A in anypreferred manner. They are provided with any desired foot-plates E.

F is the reach, preferably hollow, which connects the main wheel withthe steeringwhcel. The frame D is rigidly attached to the lower end ofthis reach. The reach is connected to the outer ends of two of the rods0 G C, constituting the main frame, by two swivel or hinge connections,G G. These are composed of a collar-like part, a, (see Fig. 2,) whichencircles the reach, and are rigidly attached to it. They are providedon one side with two projecting lugs, b b, in the inside of one of whicha suitable recess, a, is made, (shown conical in the drawings,) which isadapted to receive one end of the swivel coupling-piece d, which isrigidly attached to the ends of the appropriate rods 0 G O of the Theother lug, b, is bored out and threaded to receive a screw-plug, c, theinner end whereof is recessed similarly to the recess in the lug b, toreceive the opposite end of the swivel coupling-piege d. The screwplugis provided with a janrnut, f, whereby the plug, after beingproperlyadjusted, may

It is prefbe set firmly in place. By means of these devices any wear onthe ends of the swivel'piece d can be readily taken up by simplyloosening the jam-nut f, screwing up the screw-plug 6 until all wear istaken up, and then setting up thejam'nut again.

H is the spring saddle-bar.

I is the saddle,attached to the saddle-bar in any preferred manner. Itis set slightly forward of a vertical line through the axis of the mainwheel.

J are the stealing-handles, set on the ends of the handle-bar K, whichis attached centrally to the upper end of the reach.

L is the brake-lever. It is fulcrumcd to the handle-bar, and has aprojecting end, 0, extending beyond the fulcrum and into line with thereach. an is the brake proper. It is made in the form of a substantiallyright-angled lever. One end terminates in the brake-plate a, and theother end, which turns upwardly toward the reaclnterminates in an eye,0. The brake is pivoted at 0 to thesaddle-bar,or to some other suitablepart of the machine. 1) is a connect ing-rod,which is attached at oneend by a pin, q, or its equivalent, to the end a of the brake lever, andat its other end by a swivel-joinl,r, to the eye 0 on the upturned endofthe brake.

S is a spring, which normally throws the brake away from the wheel.

The eye 0 is located exactly in line with the center of theswivel-pieces d (I, so that when the handlebar is turned to oscillatethe reach the connecting-harp will turn in the eye o,and all the partsretain their proper positions without twisting orstraining andstill'allow 1 1 1 free action of the brake.

The operation is obvious. The action of the cranks requires noexplanation, being well known. The actions of the brake, handle-bar, andreach are also well known and require no explanation, excepting to callattention to the fact that when the reach is oscillated by the handle tomove the front wheel to the right or left, for the purpose of steeringthe machine, the reach does not oscillate on its own axis, but 011 theaxis of the swivelsdandd; and this construction, although having someadvantages, has also some disadvantages. I have therefore devised amodified form of swivel attachment and brake, which are respectivelyillustrated in Figs. 3 and 5. As illustrated in these figures, the reachis cut away for about half its diameter, as seen at M, and a steelsleeve, N, is brazed on the reach at the point where it is thus cutaway,to supply the necessary strength. A plug, 0, is brazed in the hollowreach at the lower end of the cutaway portion, and at the upper endthereof, on the inside of the hollow reach, threads are ICO cut whichmesh into externally-cut threads on is located centrally in the ends ofthe plugs and P, respectively. The reach is cut away sufficiently toallow the needful oscillation of the reach, and also so that a wrench orother sultable tool may be introduced for tightening up the j an1-nntandfor manipulating the screwplug. If preferred, the movable screw-plug maybe the lower plug at the lower end of the reach, and the upper plug atthe upper end thereof, and,being made long enough to extend to therespective ends of the reach, be manipulated from the outside thereof.Such construction I have illustrated in Fig. 6 as applied at the lowerend, where the frame D for the small wheel is attached.

When the swivel attachment shown in Figs. {Eand 6 is used, theoscillation of the reach is on its own axis, since the axis of theswivelpieces R and of the reach coincide, therefore a slight change hasto be made in the connection between the brake and the brake-lever, andthis is shown in Fig. 5. All the parts are the same as in Fig. 4, withthe exception that the connecting-rod 1) does not engage with an eye, 0,on the upper end of the brake; but, on

the contrary,the rod 12 is connected atits lower.

end with a longitudinally-movable sleeve, 12, which slides on the reach,and is provided at its lower end with a flange, against which thebifurcated end of the brake rests, after the manner of a shipper andshipper-sleeve, so that as the sleeve is pressed downwardly by thebrake-lever the power will be transmitted to the brake.

Instead of the form of spring shown at 8 in Fig. 4 for normally removingthe brake from the wheel, a spiral spring (seen at .9) may be employed,coiled about the reach. If such a spring is used, a double flange hadbetter be employed, .on the end of the sleeve, as illustrated, and theupper end of the sleeve N be squared, or other suitable means suppliedto act as a stop for the lower end of the spring.

Although I have described the construction of the several devicesembodying my invention with some detail and have shown moditached to themain wheel in such manner that one person can propel the machine byrevolving the pedals, and at the same time have absolute control overthe steering mechanism. This, so far as'I am informed, has never beensuccessfully or practically accomplished in a bicycle having the smallsteering-wheel in front.

I am aware that it is not new,broadly stated, to propel a Star machine,or one having the small steering-wheel in front, by cranks and pedalsattached to the larger driving-wheel; and hence I do not claim suchcombination, broadly.

I claim 1. The combination, in a bicycle having a smaller steering-wheelset in front of the main wheel,of a reach suitably secured to the frameand connected directly with the steering-wheel, whereby the same isoperated, and crank-treadles attached to the axle of the main wheel,whereby the machine ispropelled by complete revolutions thereof,substantially as set forth.

2. The combination, in a bicycle, of a steering-wheel set in front ofthe main wheel, the main frame, the seat supported thereon over andslightly forward ofthe vertical line through the axle of the main wheel,a reach carrying the steeringwheel frame and arranged to be oscillatedrelatively to themain frame, a steering-bar attached to the reach andarranged to be conveniently operated by the rider, and revolvingcrank-treadles attached to the axle of the main wheel, substantially asset forth.

3. The combination of the front steeringwheel, the rear driving-wheel,the main frame, an oscillating reach connected withthe steering-wheel,swivel-joints having adjustable end bearings, and set-nuts interposedbetween the main frame and the reach and arranged with their axescoincident with the axis of the reach, and means for adjusting saidswiveljoints to take up wear, substantially asset forth.

4. The combination, in a front steeringwheel bicycle, of a recessedreach re-euforced by a sleeve fastened to the reach at the point of therecess therein, and endwise bearings for a swivel centrallylocated inthe reach and on the axial line thereof, one of which bearings ismovable toward and from the other bearing, whereby wear on the swivelmay be taken up, substantially as and for the purposes set forth. I

5. The described improvement in reaches for front-steering-wheelbicycles, consisting in swivel-joint connected to the main frame of themachine and located in a recess madein the lower end of the reach,andadownwardlyextending threaded bolt, which is recessed at its upper endto receive the swivel, andwhich is extended through the lower end of thereach and is accessible for adjustment between the frame-pieces of thesteering-wheel, substantially as set forth.

Signed at New York, in the county of New York and State of New York,this 23d day. of October, A. D. 1886.

LEONARD B. GAYLOR.

. Witnesses:

JOHN H. Ivns, F. HsMMA'rr NORTON.

